Dump-wagon.



E. A, MOORE.

DUMP WAGON.

APPLICATION FILED OCT. 29. 1915.

1 ,25 5 98 Patented June 4, 1918.

45 SHEETS-SHEET I.

* Edwin fi-jioom gay i115 W E. A. MOORE.

DUMP WAGON.

EPPUCATION FILED OCT. 29. 1915.

Patented June 4, .1918.

4 SHEETS-SHEET 2- E. A. MOORE. DUMP WAGON. APPLlCATlON, FILED OCT. 29. I915.

Patented June 4, 1918.

4 SHEETS-SHEET 3.

Olav/aw fl. Mom-a E. A. MOORE.

DUMP WAGON.

APPLICATION FILED OCT. 29. I915.

Patented J une 4, 1918.

4 SHEETS-SHEET 4.

EDWIN A. MOORE, OE PHILADELPHIA, PENNSYLVANIA, ASSIGNOR OF ONE-HALF TO HENRY S. fALM, 0F READING, PENNSYLVANIA.

DUMP-WAGON.

specification of Letters Patent.

atente June 4, 1918.

Application filed October 29, 1915. Serial No. 58,626.

To all whom it may concern:

Be it known that I, EDWIN A. MOORE, a citizen of the United States, residing in Philadelphia, Pennsylvania, have invented Dum -Wagons, of which the following is a speci cation.

One object of this invention is to provide a wagon with novel means whereby its body may be brought to an inclined or dumping position, together with means whereby the movement of said body into this position is accompanied by'its rearward movement.

I further desire to provide a relatively simple, powerful and compact means for moving a wagon body on its chassis or supporting frame, Whose parts are especially designed and arran d with a view to per mitting the convenient and rapid removal of'the operating shaft with certain of its associated parts when this is desirable.

Another object of the invention is to provide a dumping wagon with substantial and easily operated means for shifting the body relatively to the frame, which shall be of such construction as to facilitate their installation on the wagon with which they are associated.

These objects and other advantageous ends I secure as hereinafter set forth, reference being had to the accompanying drawin s, in which;

igure 1 is a side elevation of a dumping wagon constructed according to my invention;

Fig. 2 is a rear elevation of the main portion of the wagon shown in Fig. 1;

Fig. 3 is a horizontal section on the line a-a, Fig. 1;

Fig. 4 is a vertical section on the line b-'-b, Fig. 3 showing the wagon in its dumping position;

Fig. 5 is a vertical section on the line e-e, Fig. 4;

Fig. 6 is an enlarged sectional elevation on the line 0-0, Fig. 3; and Fig. 7 is a transverse section on the line d(i, Fig. 6.

In the above drawings 1 and 2 represent the two pairs of supporting wheels of a wagon having a frame 3 and a body 4. Suitably supported by said frame are a pair of relatively heavy parallel beams or sills 5 extending longitudinally of the wagon and at their rear ends provided with forked bracket structures 6 providing bearings 7 for a shaft 8 extending transversely of the wagon and having rollers 9 mounted on it respectively between the forks of each bracket. This shaft likewise has fixed toit a pair of pinions 10 meshing with toothed racks 11 extending longitudinally of the body and attached to supporting members in any suitable manner, there being also fixed to the body a pair of "tracks 12 mounted to be engaged by the wheels 9.

Also mounted on the longitudinally extending members 13 to which the racks are fixed is a pair of yokes 14 extending around the shaft 8, and formed of elongated bars connected at their ends to said members, although for the most part spaced away from the same so as to permit longitudinal movement of the body and yet keep it from moving away from the shaft. It is noted that the bearin s 7 are provided with rearwardl removable caps so that the shaft 8 with its associated parts may be detached merely by removing these caps.

For turning the shaft 8, I provide a train of gearing mounted in a casing 15 supported concentrically of said shaft by a bracket 16' projecting from one side of one of the longitudinally extending members 5. The casmg itself is made in two parts which, like the bearings 7, separate in a vertical plane passing centrally through the shaft so that when the latter is to be removed, the part 17 of the bracket is taken ofi by removing the bolts 18 whereby it is held to the main portion of said bracket 16.

The gearing in the present instance is shown a consisting of an internally toothed gear 19 fixed to the end of the shaft 8 and engaged by a series of pinions 20, in the present case formed respectively lntigral with the pinions 24 of a second series. ach pair of pinions 20-24 is mounted on a short spindle 21 fixed in the part of the casing 15 and all of the pinionsfl l mesh with a pinion 25 fixed to the driving shaft 23. The end of this latter shaft s squared for the reception of an operating crank handle 26.

At each side of the frame immediately in front of the rear axles 27 is mounted a casting or forging including a plate section 31 extending on one side of the $111 5 and projecting under the frame 3 and over the sill,

' retaining the together with a plate 33 (Fig. clamping it to said sill and frame by bolts 34, of which the lower Set pass through lugs under said frame while the upper set likewise pass through lugs set in notches of the sill. Formed as part of each section 31 is a downwardly projecting arm 28, between the lower end of which and a pivot 29 on the forward lower portion of the body extends a link rod 30.

Under conditions of use, when it is desired to dump the wagon, the handle 26 is turned, thus turning the" shaft 8 at a considerably lower speed through the driving shaft 23, pinion 25, gears 24, pinions and gear 19. As a consequence the pinions 10 on the shaft 8 act upon the racks 11 to force the bod 4 to move rearwardly upon the bearing w eels or rollers 9, but obviously the rods prevent this movement from occurring in a straight line owing to their connection with the arms 28, so that the forward end of the body is caused to swing upwardly on the rollers 9 as fulcrums until the parts assume the positions shown in Fig. 4. Anytendency of the body to move or be raised from the rollers 9 or for the pinions 10 to disengage their racks 11, is effectually prevented by the yokes 14, which extend immediately adjacent the shaft 8 regardless of the position of the body upon the frame 3. It is noted that the links 30 are so connected to the arms 28 and their associated castings 31 that they cannot pass to the rear of a vertical position but limit the rearward movement of the body.

A reversal of the direction of rotation of the crank handle 26 forces the body 4 forwardly and at the same time its front end is permitted to move downwardly in a curved path as the rods 30 swing down on their points of pivotal connection with the arms 28.' As previously indicated, an important advantage arising from the above described construction is due to the possibility of quickly removing the shaft 8 and its associated parts with the expenditure of but little labor, it being only necessary to accomplish this end, to take off the rear half 17 of the gear bracket, remove the caps of the bearings 7 and unboltthe rear ends of the yokes 14, whereupon the shaft 8 may be taken out.

It is particularly to be noted that the yokes 14 fulfil an important function in cars at all times in mesh with their rac s since during the relative movement of the body and frame they would otherwise either move wholly out of engagement with said racks or would not properly mesh with them. It is further to be noted that the tops of the structures 31 rest upon the top surface of the sill, and

the construction is such that the bolts 34 act only to clamp the parts together upon the sill and frame.

1,2ee,5ee

These bolts are so placed that it is not necessary to make holes in the frame and as they lie wholly within metal structures, they cannot enlarge the holes in the lugs and work loose as might be the case if they passed through the wood of the sill.

While the above described wagon is primarily' designed for use as a motor driven truck, it is obvious that the structures and combinations constituting my invention are not dependent for their usefulness or advantages upon the means employed as motive power.

I have found that the rods 30 are steadied and the body when elevated is held rigidly in place by the provision of bearing strips 7 O which are mounted upon the inside surfaces of the sill 5. These strips are so fixed in place as to be conveniently renewable and are of such thickness that their outer faces are impinged against or lie immediately adjacent to the sides of the respective radius rods particularly at times when these are being brought to or are held in their elevated positions as shown in Fig. 4.

I claim 1. The combination in a dump wagon of a frame; a shaft extendin transversely of the frame; bearings for t e shaft having removable caps; a body; means for transmitting movement from the shaft to the body; means including gearing for driving the shaft; with a casing inclosing said gearing and made in two parts separable to permit of the removal of the shaft when the caps are removed from the bearings.

. 2. The combination in a dump wagon of a frame having two downwardly extending arms at its opposite sides; a body mounts on the frame; two links respectively pivoted to the lower ends of said arms and the forward portions of the body; a shaft rotatably mounted on the frame; a gear on'the shaft; a rack fixed to the body 1n position to engage said gear; with means for turning the shaft to cause said links to turn on their pivots to lift the forward end of the body.

3. The combination of a frame having longitudinally extending sills on its opposite 'sides; flat structures extending respectively over each sill and under the adjacent part of the frame; bolts extending under the frame and over the sill for clamping each of said structures in position; an arm extending downwardly from each of said structures; a wagon body; rods extending from said arms to the forward end of the body; anlameans for moving said body rearwardly'to cause its forward end to be elevated.

4. In combination with the runnin -gear sills and relatively movable body of a umping wagon, a transverse operating shaft at memes the rear of the sills provided with body supforward portion of the body respectively, porting rollers and fixed pinions, and and stops for limiting the rearward swin tracks and reeks fixed to the bottom of the of the body and lifting arms; the center T as body said racks being engaged by said pingravity of the body when in determined 5 ions, lifting arms pivotally connected at dumpin position being approximately vertheir opposite ends to dependin brackets on tically a ove the rollered operating shaft. the westward portion of said sifis end to the EDWIN A. MOQRE. 

